Tài Liệu Động Cơ Audi 1.0 TFSI EA211 Series

Brief technical description• 3-cylinder in-line engine with petrol direct injection • Turbocharger with indirect intercooler • 4 valves per cylinder, double overhead camshafts DOHC, roll

The new 1.0l 3-cylinder TFSI engine by Audi represents the next

stage in the evolution of the EA211 series

First used in the VW Polo, the engine developed by VW in

Wolfs-burg is the new entry-level option for the 2015 model Audi A1 It

replaces the 1.2l engine of the EA111 series The engine has more

power and achieves better fuel economy than the outgoing unit

while meeting the EU 6 emission standard

The new engine is not only about 15 kg lighter than the 1.2l engine

from the same series, but also produces less internal friction

The initial engine develops 70 kW (95 BHP) Further performance

classes will be offered at a later date

Audi also plans to use this engine on its A3 models

For the first time, Audi is offering a 3-cylinder petrol engine Although 3-cylinder engines already existed back in the days of Auto Union, they were twin-stroke engines The last production passenger car to feature these engines was the DKW F 102 pro-duced in 1966 Its engine had a displacement of 1.2 l and devel-oped 44 kW (60 BHP) Up until 1988, engines of this type were installed on the Wartburg 353 in the former GDR

The technical description of the engine in this SSP refers to the Audi A1

Learning objectives of this self study programme:

This self study programme describes the design and function of

the 1.0l 3-cylinder TFSI engine Once you have completed this self

study programme you will be able to answer the following

ques-tions:

• How do the engine mechanicals work?

• How are the lubrication, cooling, turbocharging, fuel, fuel injection, exhaust and ignition systems configured?

Note

The self study programme teaches a basic understanding of the design and mode of operation of new models,

new automotive components or new technologies

It is not a repair manual! Figures are given for explanatory purposes only and refer to the data valid at the

time of preparation of the SSP This content is not updated.

For further information about maintenance and repair work, always refer to the current technical literature

In the glossary at the end of this self study programme you will find an explanation of all terms written in

italics and indicated by an arrow ↗.

Oil supply

Introduction 14Oil circuit 14Oil pump 14Oil pressure control 16

Cooling system

Introduction 20Coolant circulation _20System overview _21Thermostat _22Coolant pump 22

Air supply and turbocharging

Overview 23Exhaust turbocharger 24Charge pressure actuator V465 _25

Fuel system

System overview _26Ignition 27

Engine management system

System overview (2015 model Audi A1) _28Lambda control _30

Contents

Brief technical description

• 3-cylinder in-line engine with petrol direct injection

• Turbocharger with indirect intercooler

• 4 valves per cylinder, double overhead camshafts (DOHC),

roller-type cam followers

• 1 intake camshaft and 1 exhaust camshaft

• Bosch engine management system

• Ceramic catalytic converter with catalyst heating by twin tion (homogeneous split)

injec-• Fully electronic direct injection with drive by wire

• Timing belt drive gear

• Start-stop / recuperation energy management

Reference

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Introduction

CO2 emissions in g/km1) • with 15“ and 16“ wheels: 97 g (efficiency class A)

• with 17“ wheels: 98 g (efficiency class A)

• with 18“ wheels: 102 g (efficiency class B)

1) The specified CO2 emission values apply to the 2015-model Audi A1 with 5-speed manual gearbox

Modular design

As with all engines of the EA211 series, the 3-cylinder employs the

proven modular design The following diagram highlights the

individual module groups

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Exhaust module

Engine block Timing and

auxiliary drive module

Intake module Cylinder head

Cylinder head cover with integrated valvegear module

Coolant pump module

Crankcase ventilation, activated charcoal system

This system adopts the functional principle employed by the

4-cylinder EA211 engines For a description please refer to

SSP 616

Engine mechanicals

Engine block and oil pan

The engine block is manufactured from aluminium using the

gravity die casting method It has an open deck ↗ design

The cylinder liners are made from cast iron They are cast into the

engine block during the casting process Their outer surface is

rough

This increases their surface area thereby optimising heat transfer

It also ensures that the liners are more securely seated in the engine block

The surfaces of the cylinder liners are fluid jet honed in a 4-step process The plate honing method is used to avoid cylinder warpage

Aluminium cylinder block with open-deck design

Main crankshaft bearings

Surge baffle (oil windage tray)

Die-cast aluminium oil pan

Oil level and temperature sensor G266

In developing the crankshaft drive, special attention was given to

minimising moving masses and friction

Thanks to the measures listed below, it was possible to dispense

with a balancer shaft while retaining a very high level of running

comfort

• The weight of the forged conrods and the aluminium pistons was kept low by using a flat piston crown design

• Hollow drilled bearing crank pins

• The design of the crank webs

• Selective use of imbalance weights on the torsional vibration damper and on the opposing flywheel

Crankshaft drive

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Crankshaft Drive gear for engine timing belt Hollow drilled

crank pin Vibration damper

100% of the rotating masses and 50% of the oscillating masses

Aluminium pistons with valve recesses

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Pistons and conrods

Trapezoidal conrod

A new feature of the gudgeon pins is that they now run on bushless

bearings No bush is used in the conrod small end This

necessi-tated applying a DLC ↗ coating to the floating gudgeon pins It

was also necessary to roller burnish ↗ the surfaces of the conrod

↗ Refer to "Glossary" on page 34

Belt-drive system

The belt-drive system is maintenance-free

This is due to the use of trioval camshaft timing belt sprockets,

which almost completely eliminate any forces that arise and

ensure that the timing belt runs smoothly

Assembly tool

T10476A

When carrying out assembly work,

care must be taken to ensure that

the trioval camshaft timing belt

sprockets are correctly positioned

Assembly tool T10476A must be

used for this purpose (refer to

page 32).

Installing the crankshaft

timing belt sprocket

The crankshaft timing belt sprocket fits onto

the crankshaft in one position only.

Exhaust camshaft adjuster with trioval timing belt sprocket

This allows the tensioning force of the automatic tensioning pulley

to be reduced, resulting in less friction This makes the system more stable while also improving fuel economy

The top dead centre point of the crankshaft on the 1.0 TFSI engine

can be checked against the marks on the vibration damper and on

the timing belt housing cover In the case of EA211 series engines,

the TDC position previously had to be checked using tool T10340

Locked position of camshaft after

shutting off engine

retard(turned automatically in direction

of rotation of engine)

advance(turned counter to direction of rotation of engine by resetting spring)

Camshaft adjuster

Intake camshaft adjuster

with trioval timing belt sprocket

Guide pulley

Automatic tensioning pulley with flange for guiding the timing belt

Crankshaft timing gear sprocket

with Hirth spline

For this purpose, it was necessary to remove the propshaft from the 3-cylinder engine The exact procedure for setting and checking the camshaft timing is explained in the current Workshop Manual

Vibration damper with Hirth spline

The cylinder head is manufactured from an aluminium alloy using a

special tilt gravity die casting process followed by heat treatment

This produces joins of a very high quality

As is the case with the 4-cylinder TFSI engines from the EA211

series, the exhaust manifold of the 3-cylinder engines is integrated

in the cylinder head Here the manifold is encased in its own

coolant jacket

The intake ducts have been improved over the 4-cylinder TFSI

engines This enhances the tumble flow of the exhaust gases and

gives a higher flow rate, which in turn translates to better mixture

formation

Advantages over conventional manifolds:

• Short flow pathways of the exhaust gas to the exhaust charger turbine

turbo-• Faster transfer of heat into the coolant after cold start

• Low wall heat loss

• Faster heating of the engine, resulting in reduced engine friction during the warm-up phase

• Faster heating of the cabin

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The fixed valve seat angle protects against valve wear when using

alternative fuels, e.g fuels with a high ethanol content

The cylinder head must be replaced if the valve guides are worn Valves and valve seats may be ground but not machined

Cylinder head

Roller-type cam follower with hydraulic support element and retaining clip

Valve spring retainer

Valve spring Valve cotters Valve stem seal

Cylinder head gasket

Cylinder head Intake valves

Oil pressure switch

Valvegear module

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As is the case with all engines of the EA211 series, the camshafts

run on bearings in the die-cast aluminium cylinder head cover in

the valvegear module

All component parts of the camshafts are securely mounted in a special production process Finally, the two grooved ball bearings are inserted on the timing end The other camshaft bearings are configured as low-friction bearings

Grooved ball bearing

Low-friction bearing

Camshaft timing adjustment valve 1 N205

Hall-effect sensor G40

(intake end)

Camshaft housing Hall-effect sensor 3

G300 (exhaust end)

Exhaust camshaft timing adjustment valve 1

N318 Non-return valve

(positive crankcase ventilation)

The oil pump draws the engine oil from the oil sump in the oil pan

through a plastic suction line

The pressurised oil from the oil pump firstly flows through the

engine block to the oil filter attached to the oil pan From here it

flows through the oil cooler into the main oil gallery, where it is

distributed to the main and big-end bearings as well as to the

cylinder head through a riser line on the timing drive side Here

two galleries supply the roller-type cam followers with oil The

camshaft phasers are supplied with oil through ports at the start

of two galleries in the cylinder head

The exhaust turbocharger is supplied with oil through a tube It is

connected to the engine block on the gearbox side The pressurised

oil comes through a port from the last main bearing

The piston cooling jets are also connected to the main oil gallery They are designed to open when the oil pressure exceeds approxi-mately 2 bar If the oil pressure drops below 1.7 bar, the jets are closed again through the application of spring force

There is no nonreturn valve for the oil circuit anywhere in the

engine The spin-on oil filter ↗ nas a non-return diaphragm This

ensures that all the downstream areas between the oil filter and the main oil gallery (riser line, oil cooler) are filled with oil after the engine stops

The oil draining out of the consumers returns to the oil pan through the central return duct on the hot side of the engine in the engine block The exhaust turbocharger return line is externally flange-mounted to this engine block return duct

By reducing friction levels within the engine, it was possible to use

an oil pump with a reduced delivery rate The lower power

con-sumption of the pump offers further potential for making savings

The engine oil is subjected to less stress due to the lower quantity

of oil circulated

The use of an infinitely variable map-controlled oil pump is new

Oil circuit

Note

The engine is operated at a higher oil pressure during the first 1000 km This is a run-in protection measure

If a new engine is installed, this function must be reactivated using the diagnostic tester For this purpose, the adaption function includes the option "Oil pressure for engine run-in"

Oil pump

The vane pump is flange mounted to the engine block behind the

vibration damper It is driven directly by the crankshaft by means

of an interlocking connection (polygon)

Control pressure 1.3 – 3.3 bar (relative)

hydrau-lic function in oil pressure control valve N428)

Oil supply

Engine oil cooler

Riser line to main oil gallery

Main oil gallery

Overview of the oil circuit

Oil pressure control

A map-controlled oil pump is used by VW and thus also by Audi for

the first time

It produces the required oil pressure steplessly and according to demand Oil pressure is controlled by a hydraulic control circuit and

by an electrical control circuit

Oil pressure control valve N428

From the oil circuit to oil

pres-sure control valve N428

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Intake tube Control chamber

Oil pressure is controlled steplessly (1.0l TFSI engines)

Control function

Pressurised oil is diverted from the main oil gallery in the engine

block This oil flows through the oil pressure control valve N428

and into the chamber above the spring-loaded swivelling oil pump

guide ring The pump is operated by the engine control unit by

means of a PWM signal ↗ Depending on how it is activated, N428

opens the duct to a greater or lesser degree via the oil pump guide

ring

The guide ring counters the force of the pressure spring and alters

the geometry of the pump interior in such a way that the pump

conveys less oil

The demand for engine oil increases with rising engine speed Engine oil is made available by increasing the oil pressure

Lubricating oil demand is computed on the basis of a characteristic map The data from the following sensors is used to compute and monitor the oil pressure:

• Oil level and oil temperature sender G266 (for computing the viscosity)

• Oil pressure sensor G10

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Reducing the oil flow rate and the oil pressure

• The oil pressure control valve N428 is activated by the engine

control unit by means of a PWM signal and extended pulse

width, increasing the cross section of the supply line to the

control chamber

• The oil pressure acts on the control surface of the oil pump

• The resultant force is greater than that exerted by the

control spring and swivels the adjustment ring clockwise

towards the centre of the vane pump The volume of the

delivery chamber is reduced on the suction and pressure

sides and less oil is fed into the oil circuit depending on the

extent to which the control spring is compressed The

quan-tity of oil and thus the oil pressure decreases

Adjustment ring

Large pulse width

Oilway to control chamber is open

Low oil delivery rate and oil pressure

U

t

To control chamber From oil circuit

(main oil gallery)

Compression spring

Oil pressure sensor G10

To implement the infinitely variable oil pressure control function, it

is not sufficient to monitor the oil pressure using an oil pressure

switch This is why an oil pressure sensor is used here Oil pressure

sensor G10 measures the full oil pressure range It is attached to

the cylinder head by screws in the area of the intake manifold and

the alternator

The pressure signal from the sensor is evaluated in the electronics

sensor and output to the engine control unit by SENT ↗ protocol

The oil pressure can be displayed in the relevant measured value ([IDE02742]_Oil Pressure Actual Value)

The oil pressure inside the control chamber is reduced

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Low pulse width

Oilway to control chamber is partially open

High oil delivery rate and oil pressure

Due to its captive seal, the oil pressure sensor G10 may only be screwed into place once

To check the oil pressure, follow the instructions given in the Workshop Manual and in the Guided Fault Finding

Regulating piston

6 5 4

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Increasing the oil flow rate and the oil pressure

• The oil pressure control valve N428 is activated by the engine

control unit by using a PWM signal and smaller pulse width,

reducing the cross section of the supply line to the control

chamber

• A reduced oil pressure acts on the control surface of the oil

pump

• The resultant force is less than that exerted by the control

spring and swivels the adjustment ring counter-clockwise

towards the full delivery stop The volume of the delivery

chamber on the suction and pressure sides is increased and

the oil pump feeds a larger quantity of oil into the oil circuit

The quantity of oil and thus the oil pressure increases

Full delivery stop

Adjustment ring